Solex 32 PHN-1 setup
Moderators: John Dean, Moderator
Solex 32 PHN-1 setup
Can anyone help with the setup of my solex.
The autochoke has been removed presumably the two feeder holes need blanking?
Does the accelerater pump on top still need connecting?
many thanks.
The autochoke has been removed presumably the two feeder holes need blanking?
Does the accelerater pump on top still need connecting?
many thanks.
036226
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- Location: Nr. Colchester
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- Posts: 88
- Joined: Mon Jan 07, 2008 8:39 pm
- Location: Nr. Colchester
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- Joined: Wed Jan 16, 2008 3:56 pm
Appols for a bit of 'thread hijack" but I've got a Stromberg CD150 on a VW 1835 and have been calibrating the needle. I bought a Wideband Lambda sensor kit for a couple of hundred quid and have used it on the carb.
Very good results. It showed a rhythmic cycling of fuel/air mix but I've realised that it was sensing the difference in mix from the changing float height! Fairly accurate readings. I get a lean mix below 600rpm (15.5-ish to one ratio) and it then runs at about 14.5 until about 2500 when it starts to get a bit richer. At that point it starts to run out of revs due to the prop size.
This kit only works with a full exhaust system where a boss can be welded onto the exhaust collector (below) but might be useful for tuning if anyone gets stuck.
So far I haven't been able to discover any other way of calibrating a carb for a Leburg engined aircraft. Anyone got any other ideas?
Very good results. It showed a rhythmic cycling of fuel/air mix but I've realised that it was sensing the difference in mix from the changing float height! Fairly accurate readings. I get a lean mix below 600rpm (15.5-ish to one ratio) and it then runs at about 14.5 until about 2500 when it starts to get a bit richer. At that point it starts to run out of revs due to the prop size.
This kit only works with a full exhaust system where a boss can be welded onto the exhaust collector (below) but might be useful for tuning if anyone gets stuck.
So far I haven't been able to discover any other way of calibrating a carb for a Leburg engined aircraft. Anyone got any other ideas?
Rob Thomas
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Bob - glad to have been of some help.
Foggy - what an elegant exhaust system you have; something I might aspire to after I have got my VP-1 flying! Unfortunately, with the current stub exhausts I can't realistically fit a lambda sensor or I would ask to hire your kit. I tried a Gunson CO analyser but got some highly inconsistent readings at the same time as the aluminium sampling tube shoved up the exhaust was quietly melting! So, I'm currently looking at CHTs, the colour of the exhaust and doing plug cuts in the hope of satisfying myself that the mixture is ok. Do you happen to know if a change from Avgas to Mogas makes any difference to the mixture or to plug colours?
Foggy - what an elegant exhaust system you have; something I might aspire to after I have got my VP-1 flying! Unfortunately, with the current stub exhausts I can't realistically fit a lambda sensor or I would ask to hire your kit. I tried a Gunson CO analyser but got some highly inconsistent readings at the same time as the aluminium sampling tube shoved up the exhaust was quietly melting! So, I'm currently looking at CHTs, the colour of the exhaust and doing plug cuts in the hope of satisfying myself that the mixture is ok. Do you happen to know if a change from Avgas to Mogas makes any difference to the mixture or to plug colours?
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John. Just a thought, but couldn't you get a few VW "J Tubes" and weld them together roughly so that you could have a temporary 4-into-1 system with a Lambda boss welded on? Might even be possible to have a complete kit of parts to loan out for wideband tuning?
I don't know if Avgas makes a difference but a 4-into-1 certainly does. At low rpm it will still run smoothly. I can get it down to a smooth 475 rpm without it stumbling and it still responds to a slammed throttle. 4-into1 might actually be worth the weight penalty. I believe this system is sold for the KR2 by GPASC.
http://www.innovatemotorsports.com XD16 and LC1
I don't know if Avgas makes a difference but a 4-into-1 certainly does. At low rpm it will still run smoothly. I can get it down to a smooth 475 rpm without it stumbling and it still responds to a slammed throttle. 4-into1 might actually be worth the weight penalty. I believe this system is sold for the KR2 by GPASC.
http://www.innovatemotorsports.com XD16 and LC1
Rob Thomas
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Mark Langford's got some useful notes & photos about his mixture meter set up at http://home.hiwaay.net/~langford/corvair/o2meter
Mike
Mike
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Foggy/Mike, many thanks to you both for these suggestions and leads which I shall store away and come back to, probably in the winter. My main aim now is to fast-track the refurbishment and get the VP-1 flying this summer (before I find that I am suddenly too old and have lost my medical!). After that, I shall enjoy looking for ways to improve things, like the exhaust system.
John.
John.
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The one Mark Langford uses is a narrowband sensor which tells you either rich or lean, not how much. Narrowband sensors have a voltage output of from zero to 5 volts but the range 'of most interest' is a tiny voltage near the mid range. Wideband has a linear output of voltage against air-fuel ratio and hence are much better at being read by a gauge.
The Narrowband works in older EFI systems by constantly switching back and forth between enrichening and leaning in the hope of 'straddling' the correct mixture.
Innovate kits are about £250, including the fancy self-programmable gauge that lets you change the scale and the colours of each segment of the display. It also records max and min data that can be dowloaded to a laptop for reading later on.
The Narrowband works in older EFI systems by constantly switching back and forth between enrichening and leaning in the hope of 'straddling' the correct mixture.
Innovate kits are about £250, including the fancy self-programmable gauge that lets you change the scale and the colours of each segment of the display. It also records max and min data that can be dowloaded to a laptop for reading later on.
Rob Thomas
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